Control mechanism for outboard motors



Dec. 27, 1955 oss 2,728,320

CONTROL MECHANISM FOR OUTBOARD MOTORS Filed June 18, 1953 3 Sheets-Sheetl ATTOF/VFVS' Dec. 27, 1955 KLQSS 2,728,320

CONTROL MECHANISM FOR OUTBOARD MOTORS Filed June 18, 1953 3 Sheets-Sheet2 INVENTOR.

147' TOP/V5 K5 United States Patent Dale D. Kloss, Minneapolis, MotorsCo., Minneapolis, nesota Application June 13,1953, Serial No. 362,642

8 Claims. (Cl. 115-18) Minn, assignor to Champion Minn., a corporationof Min- My' invention relates generally to marine engines and morespecifically to novel control mechanisms for marine engines of theoutboard type normally used to power small craft.

Outboard motors as used at the present time usually consist of a powerhead and drive shaft and propeller housings depending therefrom, and arepivotally secured to anchoring brackets for pivotal steering movementsabout substantially vertical axes, the brackets being adapted to berigidly mounted on the transoms of boats. Outboard motors are beingproduced in increasing numbers equipped with transmission mechanismswhich are selectively variable as to drive condition. Otherwise stated,means is provided whereby the propeller may be disconnected from .thedrive shaft altogether so as to remain neutral, or the same may becoupled to the drive shaft for forward or reverse driving movement;Mechanism for controlling the various driving or neutral conditions ofthe propeller normally includes a control handle or lever locatedadjacent the power head .within reach of the operator of the motor.However, such control handles or levers are generally mounted on thepower head or parts carried thereby for common pivotal steeringmovements therewith. With such an arrangement, it is often difficult forthe operator to locate the control handle quickly and easily withouteither groping for the same or looking away from the direction oftravel, particularly'if the boat is making a turn at the time when it isdesired toshift the control handle. The primary object of my inventionis therefore the provision of a control element for outboard motors ofthe above type, which 'control element is mounted on the motor mountingbracket; whereby the control element will be positioned at thesame'location with respect to the operator of the boat irrespective ofthe position of the motor about'its steering'axis."

Another object of my invention is the provision of a control element fora transmission mechanism as set-forth, the setting of which and theselected drive-condition'of themotor is unaffected by pivotal steeringmovements-of the motor.

Another object of my invention is the provisionof a control element andmounting therefor whichis remote from the power head whereby the samemaybe leftintact when the power head is partially or wholly dismantledfor servicing'or repair.

Still another object of my invention is the provision of novel controlmeans for an outboard motor transmission mechanism as set forth which isrelatively simple and inexpensive to produce, whichis highly efficientin operation, and which is rugged in construction and "durable in use.

The above and other highly important-objects and ad'- vantages of myinvention will become apparent from the following detailedspecification, appended claims and attached drawings. .7

Referring to the drawings, which illustrate the invention, and in whichlike characters indicate like parts throughout the several viewsi Fig. 1is a view in sideelevationof an outboard motot incorporatingmyinvention, some parts being broken away and some parts being shown insection; H

Fig. 2 is a greatly enlarged fragmentary detail' partly in sideelevation and partly in vertical sectionof a portion of the motor ofFig. land the mounting bracket therefor;

Fig. 3 is an enlarged detail in plane and horizontal section as seenfrom the line 33 of Fig. 2 v

Fig. 4 is a fragmentary vertical axial section taken through thepropeller housing of the motorof Fig. 1

Fig.5 is a fragmentary view partly in side elevation and; partly invertical section taken .substantia1ly on the j F 3 1, i..

Fig. 6 is a-view corresponding to Fig. 5, with some parts broken awayand someparts shown in section; and

Fig. 7' is a horizontal section taken substantially on the line 7-7ofFig. 2 i p j v V Referring with greater detail to the drawings, an outboard motor is indicated in its entirety by the numeral 1 and is shownas comprising a power head'2,-a drive shaft housing 3 depending from"the power head 2, a propeller shaft housing 4 anchored to the lower endof the drive shaft housing 3, and driving means such as a propeller 5.The power head includes an engine, not shown,*the crank shaft 6 ofwhichis journalledin suitable bearings 7, one of which is shown, see Fig.2.The crank shaft 6 of the engine is splined or otherwise secured to theupper end of a vertically disposed drive shaft 8 that exftendsdownwardly through the drive shaft housing ,3, and which has its lowerend portion journalle'd in a bearing sleeve 9 in the propellerhousing l.I

My novel control mechanism is adapted for use with transmissionmechanisms having various drive conditions such as, for instance,neutral and forward; neutral, forward and reverse; neutral and twospeeds forward, etcetera. In the preferred arrangement illustrated inFig, 4,- a transmission mechanism is shown as having,selectively/neutral, forward-and reverse drive conditions. A propellershaft 10 is shown ascomprising front and rear shaft sections -11 and 12respectively, thelatter. of which is mounted in an antifriction bearing13 anchored in place in the propeller housing 4 by a snapring or thelike 14 and an anchoring nut'lS. The shaft sections 11 and 12 arepreferably secured togetherfor common rotation by key or spline meansnot shown The propeller 5 is mounted on therear shaft section 12 and isheld against rotation by a conventional shear pin. 16 and against axialmovement onzthe shaft section'12 by the usual retaining nut lZb A bevelgear 18 is splined or otherwise rigidly secured to the lower end of thedrive shaft 8-andhas meshing engagement witha cooperating bevel gear 19:that is-journalled in a sleeve bearing 20. With reference to Fig. 4 itwill, be seen that'the bearing 20 ismounted in a propeller shaft housingsection 21 removably secured to the main body portionofthe propellershaft housing 4 by suitablemeans not shown. The gear-19 is provided withan axially extended hub element 22 the rear end of which abuts the frontend of thetpropeller shaft section 11. As shown, the hub portion 22 hasan external diameter slight 1y greater than the diameter of the shaftsection 11 fora purpose which will hereinafter be described. A secondbevel gear 23 is provided with: an elongated hub portion 24 which isjournalled, by means of a sleeve bearing or the like 25, to theintermediate portion of the shaft section 11. Anant-ifriction bearing 26embraces-the hub portion 24 and supports the gear 23. and the shaftsection 11 in the'propeller shaft housing 4. Immediately rearwardly of.the hub portion 24 of the gear.23,-the propeller shaft section 11 isprovided with a diametrically enlarged head or the like 27 the outerdiameter of which is slightly less than the outer diameter ofthehub-portion 24. With reference to Fig; 4 it will be noted that thedriven gears Patented Dec. 27, 1955 portion 22 so as to be frictionallyanchored thereon.

However, the convolutions of the spring 28 encompass the underlyingsurface portion of the shaft section 11 sufficient loosely to normallypermit free rotation of the shaft section 11 with respect thereto. Asillustrated in Fig. 4 and as above stated, the hub portion 22 is ofgreater diameter than the spring encompassed portion of the shaftsection 11 so that the convolutions of the spring 28 which encompass thehub portion 22 are diametrically expanded with respect to those whichencompass the shaft section 11. By this means, frictional anchoring ofthe spring 23 on the hub portion 22 is attained. A second helicallywound clutch-acting spring 29 encompasses the rearly extended hubportion 24 of the bevel gear 23 and the diametrically enlarged portion27 of the shaft section 11.

The outer diameter of the hub portion 24 is of greater diameter than theportion 27 of the shaft section 11 and the spring 29 is of a sizerelative to the enlarged portion 27 so as to normally permit freerotation of the shaft section 11 with respect thereto. The relativesizes of the hub portion 24 and the spring 29 are such that theconvolutions of the spring 29 which encompass the hub portion 24 arediametrically expanded relative to those convolutions which encompassthe enlarged portion 27 of the shaft section 11. Thus, the spring 29 isfrictionally anchored on the hub section 24 in the same manner as is thespring 28 on the hub portion 22.

For the purpose of radially contracting sufhcient of the convolutions ofthe spring 28 overlying the cylindrical outer surface of the shaftsection 11 to cause driving engagement therebetween, I provide a movablemember in the nature of a pin or the like 3%) which is movable in apassage 31 which extends radially inwardly from the outer cylindricalsurface of the shaft section 11 and communicates at its inner end withan axially extended passage 32 in the shaft sections 11 and 12. Theradially outer end of the pin is preferably rounded and engages aportion of one or more convolutions of the spring 23 upon radiallyoutward movement and moves said portion or portions radially outwardlyfrom the underlying surface portion of the shaft 10. This movementcauses the remaining portions of said convolution or convolutions andadjacent convolutions to contract radially against and grip theunderlying outer cylindrical surface of the shaft section 11 whereby toimpart rotary movement thereto in the same direction as that of thebevel gear 19. The direction of rotation of the gear 19 is such thatwhen the convolutions of the spring 28 are contracted radially, as abovedescribed, said convolutions will tend to wrap themselves tightly aroundthe shaft section 11 and exert sufiicient friction thereagainst toeffect substantially a positive drive. A second pin 33 is axiallymovable in a passage 34 which extends radially inwardly from the outersurface of the portion 27 of the shaft section 11 and communicates atits inner end with the axial passage 32 in the shaft section 12, The pin33 is similar to the pin 30 and has its rounded outer end engageablewith a portion of one or more convolutions of the spring 29 uponradially outer movement to cause contraction of the convolutions of thespring 29 whereby to effect substantially a positive drive between thebevel gear 23 and the shaft 10.

Means for selectively moving the pins 30 and 33 in radially outwarddirectionsto effect driving engagement between their respective gearsand the shaft 12 comprises a shiftable selector element or rod 35axially slidable in the passage 32 in the shaft sections 11 and 12. Therod 35 at its inner end is diametrically reduced as indicated at 36 toprovide a cam-acting surface 37 engageable with the inner end of the pin33, upon axial movement in one direction to move the pin 33 in aradially outward direction to tighten the spring 29 and effect drivingengagement between the bevel gear 23 and the shaft 12. Intermediate itsends, the rod 35 is formed to provide a diametrically reduced portion 38and an adjacent cam-acting surface 39 which engages the pin 3t) to movethe same radially outwardly into tightening engagement with the spring28. The relative distance between the pins 30 and 33 and thediametrically reduced portions 36 and 38 and their respective cam-actingportions 37 and 39 is such, that when the selector rod 33 is in itsposition of Fig. 4, the pin 30 is moved radially outwardly intooperative engagement with its respective spring 28. A relatively shortaxially inward movement of the selector rod 35 will permit the pin 30 tomove radially inwardly to engage the diametrically reduced portion 38and render the clutch spring 28 inoperative. At this point, the pin 33is also in engagement with the diametrically reduced portion 36 wherebyits cooperating clutch spring 29 is also disengaged from drivingengagement with the shaft section 11. This position of the selector rod35 is a neutral position wherein the propeller 5 remains stationarywhile the drive shaft 8 rotates. Further inward movement of the selectorrod 35 will bring the cam-acting surface 37 into engagement with the pin33 to move the same outwardly into convolution contracting engagementwith the spring 29 to cause the drive shaft 1%) to rotate in a directionopposite to that which it rotates when the spring 28 is contracted. Theabove described transmission mechanism and selector cle ment is but oneof several forms which may be used to provide various drive positions tothe propeller, and is shown and described only for the purpose ofillustration of the use of the invention.

A steering spindle 4%) extends through upper and lower bearings 41 and42 respectively in spaced parallel relationship to the drive shaft 8,said bearings being integrally formed with the drive shaft housing 3. Atits upper end the steering spindle is provided with a head 43 whichbears against suitable friction packing or the like 44 contained withinthe bearing 41 which defines a recess 45 for'the reception of said headand packing material. The steering spindle 40 also extends through apair of spaced bosses 46 and 47 of one of a pair of cooperating mountingbrackets 48 and 49 respectively which provide mounting means adaptingthe motor to be mounted to the transom of a boat not shown. The lowerend of the spindle 40 is screw threaded to receive an adjusting nut 50.Interposed between the bottom surface of the bear ing 41 and theadjacent surface of the upper boss 46 is a washer 51. The spindle 40adjacent its lower end is keyed or otherwise secured to the bracketelement 43 as indicated at 52 whereby the motor 1 is adapted to partakeof pivotal steering movements with respect thereto. Adjustment of thenut determines the amount of frictional contact between the head 43 andthe friction packing 44 thereunder whereby the motor may be made to holda predetermined course set by the operator, thus obviating the necessityof continual steering effort by the operator. The bracket element 48 ispivotally secured to the transom engaging bracket 49 for swingingmovements of the motor about a horizontal axis in the conventionalmanner as indicated at 53, and a screw clamp for fastening the bracketelement 49 to the transom of the boat is indicated in its entirety at54.

The bracket element 48 is recessed at its upper end as indicated at 55to receive the lower end portion of a hearing 56 which has journalledtherein a cylindrical cam member 57, see Figs. 2, 5 and 6. The upperendof the cam member 57 is formed to provide a radially outwardlyextending handle 58 which is movable between a plurality ofpredetermined operative positions as indicated by full and dotted linesin Fig. 3. The cam element 57 and handle 58 therefore comprise a controlelement for the shiftable selector element 35 whereby to position thesame between neutral, forward and reverse positions. With referenceparticularly to Fig. 2 it will be seen that the cam element 57 isjournalled for rotation about an axis in spaced parallel relationship tothe vertical steering axis of the spindle 40. Means for frictionallyholding the handle member 58 in desired set position comprises asegmental plate-like quadrant 59 that is mounted on the bearing 56 andwhich is provided with circumferentially spaced detent elements 60 thatengage opposite side edges of the handle 58 to hold the same againstaccidental movement. The quadrant 59 is made from resilient materialwhich flexes downwardly when the operator moves the handle 58 from oneposition to another, see Fig. 5. Operating linkage between the controlelement or handleequipped cam 57 and the shiftable selector element orrod 35 comprises a pair of cooperating rigid links 61 and 62 the formerof which is in the nature of a control rod mounted in the drive shafthousing 3 and propeller shaft housing 4 coaxially with the steeringspindle 40 for longitudinal reciprocatory movements with respect to saidhousings. The other of said rigid links 62 comprises a shaft portion 63which is mounted for reciprocatory movements in the bracket element 48coaxially with the axis of the control element 57, and has its upper endportion slidably contained in a central bore 64 in the control elementor cam 57. The lower end portion 65 of the rigid link 62 is angularlydisposed with the upper end portion thereof and is provided with alaterally projecting foot or the like 66 which encompasses the upper endportion of the control rod 61. Said upper end of the control rod 61 isscrew threaded into an adjustable head 67 which is mounted for relativerotary and axial sliding movements in the central opening of adiametrically reduced portion 68 of the nut 50. The foot 66 encompassesthe control rod 61 directly between the lower end of the head 67 and apair of lock nuts 69 whereby the links 62 and control rod 61 partake ofcommon reciprocatory movements.

The cam element 57 is provided with a helical cam slot 70 which receivesa cam follower in the nature of a pin or the like 71 that projectsradially outwardly from one side of the rigid link 62 adjacent its upperend. With reference to Fig. 5 it will be seen that the bearing 56 isprovided with an axially extended slot 72 which receives the outer endportion of the cam follower pin 71 and prevents rotary movement of theupper end portion 63 of the link 62 when the control element handle 58is moved from one position to another. The arrangement is such thathandle imparted rotary movement of the cam element 57 will causevertical movement to be imparted to the rigid links 61 and 62 byengagement of the cam follower pin 71 with the cam-acting surfaces ofthe slot 70. The lower end portion of the control rod 61, within theremovable propeller shaft housing section 21 is provided with atransversely extending pin 73 that is contained in a slot 74 of a bellcrank lever 75 pivotally mounted in the propeller shaft housing section21 as indicated at 76. Said bell crank 75 is provided with an outwardlyopening socket or recess 77 which contains a ball-like end or head 78integrally formed with the selector rod element 35, see Fig. 4. Withthis arrangement, upward movement of the control links 61 and 62 willimpart forward movement to the selector rod 35, whereas downwardmovement of said links 61 and 62 will impart rearward drive conditionselecting movement to the selector rod 35. When the handle 58 of thecontrol element is moved to its full line position of Fig. 3, indicatedat A, the linkage comprising the rigid link 62 and the control rod 61are at their uppermost limits of vertical movement and the selectorelement or rod 35 is moved forward to its position shown in Fig. 4,whereby to cause operative engagement of the clutch spring 28 with theshaft section 11. Thus the bevel gear 19 is rendered operative to turnthe shaft 10 and propeller 5 thereon in one direction, the bevel gear 23merely rotating freely on the shaft section 11 in the oppositedirection. Movement of the handle element 58 to its dotted line positionindicated at B will cause rearward movement to be im' parted to theselector rod 35 to a point where the pins 30 and 33 are both permittedto move to their radially inner positions with their inner ends restingupon the diametrically reduced portions 38 and 36 respectively. At thisposition of the handle 58 and the selector rod 35, neither clutch spring28 or 29 is contracted. Thus both gears 19 and 23 are free to rotateindependently of the shaft 10, and said shaft and the propeller 5 arestationary. When the handle 58 is moved to its dotted line positionindicated at C in Fig. 3, the rigid links 61 and 62 are moved to theirlowermost position of reciprocating movement, thus causing the selectorrod 35 to be moved rearwardly until the cam-acting portion 37 thereofmoves its cooperating pin 33 radially outwardly to tighten the clutchspring 29 on the portion 27 of the shaft section 11. The diametricallyreduced portion 38 of the control rod 35 is of such length that the pin30 will be in a retracted clutch-inoperative position when the pin 33 ismoved radially outwardly by the cam-acting portion 37. As aboveindicated, outward movement of the pin 33 will cause the shaft 10 andpropeller 5 to be driven in the opposite direction to that caused bymovement of the handle 58 to its position A of Fig. 3.

In order to prevent the motor from swinging forwardly about itshorizontal pivot axis 53 when the propeller is shifted from a forward orneutral driving condition to a reverse driving condition, I providereleaseable latch mechanism in the nature of a latch hook 79 and acooperating latch bar or pin 80. The latch hook 79 is mounted on thelower end of the bracket member 48 and is held in place by the nut 50,whereas the latch pin 80 extends transversely across spaced portions ofthe transom engaging bracket portion 49 forwardly of the lower endportion of the bracket member 48. Intermediate its ends, the latch hook79 is provided with an aperture 81 through which the rigid link 62projects. A stop pin 82 projects transversely through the link 62immediately above the latch hook 79 whereby to move the same downwardlyout of engagement with the pin 80 when the control handle 58 is moved toa forward driving position against bias of a coil compression spring 83that encompasses the lower angular portion 65 of the rigid link 62 andwhich is interposed between the bottom surface of the latch hook 79 anda second stop pin 84' extending transversely through said angularportion 65. When the control handle 58 is moved in a direction to causeraising movements of the cooperating links 61 and 62 whereby to placethe transmision mechanism in a reverse drive condition, the spring 83 ispermitted to urge the latch hook 79 into engagement with its pin 80 toprevent propeller imparted swinging movements to the motor 1 about theaxis of the pivot bolt 53. It will be noted that, in the event that thecontrol handle 58 is shifted from a forward or neutral position to areverse position while the motor is pivotally raised to an inoperativehorizontal position about the axis of the pivot 53, subsequent pivotalmovement of the motor back to its vertical operative position will causethe latch hook 79 to be cammed by the pin 80 into a position ofoperative engagement therebetween, such camming action being madeagainst yielding bias of the spring 83. With this arrangement, upwardswinging movement of the motor during its operation in reverse drive iseffectively prevented at all times.

With the control handle 58 mounted on the bracket means for mounting themotor to the transom of a boat, the control handle is always locatedwithin easy reach of the operator irrespective of the degree to whichthe motor is swung in steering the same. Furthermore, this location ofthe control mechanism permits the power head to be serviced whenevernecessary or desired without removal of additional parts. It will befurther noted that the pivotal connection between the control rod 61 andthe foot 66 of the rigid link 62 permits the motor to be steered in anydirection without interfering with the setting of the control handle 53,and the driving conditions may be varied between forward, reverse, andneutral without interfering with steering movements of the motor and inany steering position thereof.

My invention has been thoroughly tested and found to be completelysatisfactory for the accomplishment of the objectives set forth; andwhile I have shown and described a commercial embodiment of my novelcontrol means, it will be understood that the same is capable ofmodification without departure from the spirit and scope of theinvention as defined in the claims.

What I claim is:

1. An outboard marine motor comprising. a power head, a propeller, drivemeans between the power head and propeller, said drive means comprisinga transmission mechanism of the type which isselectively variable as todrive condition, said transmission mechanism comprising a shiftableselector element mounted for movements between neutral and drivepositions, bracket means adapted to be secured to the transom of a boat,means vertically pivotally mounting said outboard motor on said bracketmeans for pivotal steering movements, a manually operative transmissioncontrol element mounted on said bracket means for limited swingingmovements between neutral and drive positions about an axis parallel tothe axis of steering movement of the motor, and operating linkagebetween said control element and said selector element, said operatinglinkage including a pair of rigid links, means connecting said linkstogether for common movements in one plane and for relative movementtherebetween in another plane at an angle to said one plane, meanscoupling one of said links to said control element for movements inselector element operating directions, and means coupling the other ofsaid links to said selector element.

2. An outboard marine motor comprising a power head, a propeller, drivemeans between the power head and propeller, said drive means comprisinga transmission mechanism of the type which is selectively variable as todrive condition, said transmission mechanism comprising a shiftableselector element mounted for movements between neutral and drivepositions, bracket means adapted to be secured to the transom of a boat,means vertically pivotally mounting said outboard motor on said bracketmeans for pivotal steering movements, a manually operative transmissioncontrol element mounted on said bracket means for limited swingingmovements between neutral and drive positions about an axis parallel tothe axis of steering movement of the motor, and operating linkagebetween said control element and said selector element, said operatinglinkage comprising a pair of rigid links one of which is mounted in saidbracket means and the other of which is carried by the motor, meansconnecting said links together for relative pivotal movementtherebetween responsive to pivotal steering movements of said motor andfor common reciprocating movements longitudinally of the axis of pivotalsteering movement, means coupling said one of the links to said controlelement to be moved thereby, and a coupling member connecting said otherlink to said selector element.

3. The structure defined in claim 6 in which the means for coupling saidone of the links to the control element comprises a cam and acooperating cam follower one of which is mounted on the control elementand the other of which is mounted on said one of the links.

4. An outboard marine motor comprising a power head, a propeller, drivemeans between the power head and propeller, said drive means comprisinga transmission mechanism of the type which is selectively variable as todrive condition, said transmission mechanism comprising a shiftableselector element mounted for movements between neutral and drivepositions, bracket means adapted to be secured to the transom of a boat,means vertically pivotally mounting said outboard motor on saidbracketmeans for pivotal steering movements, a manually operative transmissioncontrol element mounted on said bracket means for limited swingingmovements between neutral and drive positions about an axis in spacedparallel relation to the axis of steering movement of the motor, themounting of said control element positioning it independent of saidpivotal steering movements so that said control element may bemaintained at a fixed position with respect to said bracket duringsteering movements of the motor and completely independent of theposition of said motor about its steering axis and unafifected bypivotal steering movements thereof, and operating linkage connected tosaid control element to be moved thereby and to said shittable selectorelement of the transmission mechanism, said operating linkage comprisinga control rod mounted on said motor in coaxial relationship with thepivotal steering axis thereof for common pivotal movement therewith andfor axial selector controlling movements with respect thereto, acoupling member connecting one end ofv said control rod to said selectorelement, and coupling means between said control element and the otherend portion of said control rod whereby to impart axial movementto saidcontrol rod upon swinging movement of said control element, andpermitting pivotal movements of said control rod with respect to saidcontrol element.

5. An outboard marine motor comprising a power head, a propeller, drivemeans between the power head and propeller, said drive means comprisinga transmission rnecha- I nism of the type which is selectively variableas to drive condition, said transmission mechanism comprisinga shiftableselector element mounted for movements between neutral and drivepositions, bracket means adapted to be secured to the transom of a boat,means vertically pivotally mounting said outboard motor on saidbracketmeans for pivotal steering movements, a manually operativetransmission control element mounted on said bracket means for limitedswinging movements between neutral and drive positions about an axisparallel to the axis of steering movement of the motor, and operatinglinkage connected to said control element to be moved thereby and tosaid shiftable selector element of the transmission mechanism, saidoperating linkage comprising a control rod mounted on said motor incoaxialrelationship with the pivotal steering axis thereof for commonpivotal movement therewith andfor axial selector controlling movementswith respect thereto, a coupling member connecting one end of saidcontrol rod to said selector element, and coupling means between saidcontrol element and the other end portion of said control rod comprisinga rigid link mounted in said bracket means in spaced parallel relationto the axis of pivotal steering movement and for longitudinalreciprocatory movement with respect to said bracket means, the lower endof said link being mounted on said control rod for common reciprocatorymovement therewith and for pivotal movements with respect thereto, and acam and cam follower one of which is mounted on said control element andthe other of which is mounted on said link.

6. An outboard marine motor comprising a power head, a propeller, drivemeans between the power head and propeller, said drive means comprisinga transmission mechanism of the type which is selectively variable as todrive condition, said transmission mechanism comprising a shittableselector element mounted for movements between neutral and drivepositions, bracket means adapted to be secured to the transom 'of aboat, means vertically pivotally mounting said outboard motor on saidbracket means for pivotal steering movements, a manually operativetransmission control element mounted on said bracket means independentlyof the outboard 'inotor' mounting means for movements between neutraland drive positions,

a releasable holding element operatively associated with said bracketmeans and said control element for holding the control elementindependent of said pivotal steering movements so that said controlelement may be main tained at a fixed position with respect to saidbracket during steering movements of the motor and completelyindependent of the position of said motor about its steering axis andunaffected by pivotal steering movements thereof, and operating linkagebetween said control element and said shiftable selector element of thetransmission mechanism.

7. The structure defined in claim 13 in which said operating linkagecomprises, a pair of rigid links, means coupling one of said links tosaid control element to be moved thereby, a coupling member connectingthe other of said links to said selector element, and means connectingsaid links together for relative pivotal movement therebetweenresponsive to pivotal steering movements of said motor and for commonreciprocatory movements longitudinally of the axis of pivotal steeringmovement.

8. An outboard marine motor comprising a power head, a propeller, anddrive means between the power head and the propeller; said drive meanscomprising a drive shaft, a propeller shaft, and a transmissionmechanism of the type which is selectively variable as to drivecondition; said transmission mechanism comprising a shiftable selectorelement mounted for movements between neutral and drive positions;bracket means adapted to be secured to the transom of a boat, meansincluding a steering spindle mounting said outboard motor on saidbracket means for pivotal steering movements about a steering axiscoaxial with said steering spindle and parallel to said drive shaft,said steering axis being spaced from said drive shaft toward the transomof the boat, a manually operative transmission control element mountedon said bracket means for limited swinging movements between neutral anddrive positions about a control axis parallel to said steering axis,said control axis being spaced from said steering axis toward thetransom of the boat, and operating linkage between said control elementand said selector element, said operating linkage comprising a pair ofrigid links, one of said links being a control rod mounted on said motorin coaxial relationship with said steering axis for common pivotalmovement therewith and for relative longitudinally reciproeatingmovement therebetween, the other of said links being a shaft portionmounted in said bracket in coaxial relationship with said control axisfor longitudinally reciprocating movement relative to said bracket,means connecting said shaft portion to said control rod for relativepivotal movement therebetween and for common reciprocating movements,means coupling said shaft portion to said control element to be movedthereby, and a coupling member connecting said control rod to saidselector element.

References Cited in the file of this patent UNITED STATES PATENTS

